Terminal docking port for an operational ground support system

ABSTRACT

A terminal ( 14 ) for an airport ( 13 ) includes multiple servicing levels ( 82, 102 ). A ground support service sub-system is coupled to the servicing levels ( 82, 102 ) and is configured to mate with a service opening ( 26 ) of the aircraft ( 12 ). The ground support service sub-system provides services to the aircraft ( 12 ) through the service opening ( 26 ) and on the servicing levels ( 82, 102 ).

RELATED APPLICATION

The present application is a continuation-in-part (CIP) application ofU.S. patent application Ser. No. 10/711,610 entitled “Operational GroundSupport System” having a filing date of Sep. 28, 2004, which is a CIPapplication of U.S. patent application Ser. No. 10/847,739 entitled“Operational Ground Support System” having a filing date of May 17,2004, which are incorporated by reference herein.

TECHNICAL FIELD

The present invention relates generally to aeronautical vehicle groundsupport systems and automated, controlled ground mobility. Moreparticularly, the present invention relates to integrated systems andmethods of providing ground support services and controlled mobilitybetween touch down and takeoff of an aircraft.

BACKGROUND OF THE INVENTION

It is desirable within the airline industry to provide efficientaircraft servicing and ground mobility. Time involved in taxiing to andfrom gates and in performing various servicing tasks, is directlyrelated to the amount of time an aircraft is able to spend in flight.The more an aircraft is in flight the higher the potential profitsassociated with that aircraft.

Servicing an aircraft includes passenger boarding and de-planning of theaircraft, cargo servicing, galley servicing, and passenger compartmentservicing, which includes cabin cleaning. Timing, sequencing, fueling,air supply, potable water supply, waste water drainage, electricalsupply, brake cooling, communications links, and the manner in whichaircraft services are performed and provided regulate the turnaroundtime of an aircraft.

Currently, servicing is performed utilizing passenger-bridges andservice vehicles for passenger servicing, galley servicing, cabincleaning, fueling, air supply, electricity supply, waste water disposal,potable water refurbishment, and cargo handling. Typicalpassenger-bridges are capable of extending, through the use oftelescoping sections, to mate with the aircraft. Passengers servicingrefers to the enplaning and deplaning over passenger-bridges on a portside of the aircraft. Vehicles for galley servicing, cabin cleaning,fueling, waste water disposal, potable water refurbishment, andelectricity supply are provided at points on either side of theaircraft. The passenger servicing task is performed sequentially withthe galley and cabin cleaning servicing in order to prevent interferencewith passengers and servicing crewmembers.

The potential for interference with passengers and servicing crewmembersexists in forward portions of the aircraft since the passengers deplanein the forward portion of the aircraft and passengers and servicingcrewmembers use the same aisles of the aircraft. Servicing crewmembersare able to service aft portions of the aircraft, when an aircraftrequires such servicing, simultaneously with deplaning of the aircraft,as no interference exists during the deplaning between passengers andcrew members in the aft portion of the aircraft.

Three main types of airline bridges currently exist for passengerenplaning and deplaning of an aircraft. The three types are an aprondrive bridge, a radial bridge, and a fixed pedestal bridge. The aprondrive bridge is the most complex due to its rotating and telescopingcapabilities, which allow for some freedom in parking location of anaircraft on an apron. The radial bridge and the fixed pedestal bridgerequire that the aircraft be parked at a specific spot on the apron. Theradial bridge is rotated to mate a bridgehead to a passenger door. Thefixed pedestal bridge is the least expensive of the three main types ofbridges. The fixed pedestal bridge has a fixed main portion and anadjustable bridgehead. The pedestal bridge has a bridgehead thatretracts when an aircraft is approaching an apron and extends when theaircraft is parked, at which time the bridgehead docks to an aircraftpassenger door.

The use of galley servicing, cabin cleaning, fueling, air supply,electric supply, waste water disposal, potable water refurbishment, andcargo handling vehicles can be time consuming due to the steps involvedin servicing the aircraft and the aircraft servicing locationavailability. The servicing vehicles typically need to be loaded at alocation that is a considerable distance from and driven over to anairline terminal of interest, mated to the aircraft, and unloaded toservice the aircraft. Aircraft servicing location availability islimited since most vehicle servicing of the aircraft can only beperformed from the starboard side of the aircraft to preventinterference with the passenger bridge on the port side of the aircraft.The hydrant fuel, aft cabin cleaning, and aft lavatory service truckscan access the port side. Mating of the servicing vehicles to theaircraft is also undesirable since an aircraft can potentially bedamaged.

Current servicing of an aircraft is not efficient and current bridgedesigns are not physically applicable to newly introduced faster flyingaircraft. For example, a sonic cruiser is being studied by The BoeingCompany that has a canard wing in an upper forward portion of theaircraft, which interferes with current passenger bridge designs. Also,due to the relationship of aircraft servicing doors and aircraft wings,long turnaround times are required for servicing the sonic cruiser. Thelonger time spent servicing the aircraft on the ground negates thebenefit of the faster flying capability in terms of overall aircraftutilization. System inefficiency of existing infrastructure and currentaircraft fleet present restrictions encountered by the Sonic Cruiser.

Also, current systems and methods used for ground support of commercialaircraft are security limited. It is difficult to provide and maintainadequate and appropriate security with regard to an aircraft, due to thenumber of different services accessing the aircraft at multiplelocations along either side of the aircraft while at a terminal gate.

Additionally ground support services can also adversely affect passengerexperience with flying, as a result of the somewhat chaotic fashion inwhich ground support services are currently provided.

It is therefore desirable to provide improved aircraft servicing systemsand methods with increased servicing efficiency and aircraft security,which also provide an improved passenger flying experience. It is alsodesirable that the improved servicing systems address both currentinfrastructure incompatibility limitations related to the introductionof aircraft and other inefficiencies associated with current aircraftand systems.

SUMMARY OF THE INVENTION

The present invention provides a terminal for an airport includesmultiple servicing levels. A ground support service sub-system iscoupled to the servicing levels and is configured to mate with a serviceopening of the aircraft. The ground support service sub-system providesservices to the aircraft through the service opening and on theservicing levels.

The embodiments of the present invention provide several advantages. Onesuch advantage is the provision of an integrated operational groundsupport system that allows for aircraft servicing through the nose orthrough automated service ports, located on the lower lobe regionsforward of the wings on the port and starboard sides of the aircraft.The stated embodiment allows for passenger ingress/egress, cargoingress/egress, primary system and secondary system servicing, andhealth and maintenance monitoring through the nose or simultaneouslythrough the use of multiple level servicing bridges on port andstarboard sides of the aircraft. In so providing, the stated embodimentprovides increased servicing efficiency through simultaneous servicingthereof and provides improved aircraft security.

Additional security is provided via other passive and active systemsdescribed herein. One such passive system is associated with theincorporation of an elevated and isolated flight deck. The isolatedflight deck prevents unwarranted intruders and devices from entering aflight deck area. One such active system is a flight deck access system,which prevents access to the flight deck area without performing theappropriate access procedure.

Servicing through the nose of an aircraft can eliminate the need forside passenger and cargo doors for ingress/egress of passengers andcargo. The elimination of side doors allows for interior space of theaircraft to be more efficiently utilized for increased passengerseating. Forward loading also enhances the cargo space within anaircraft. Forward loading or loading through the nose of an aircrafteliminates the need for a wing carry through center section thattypically splits the cargo hold of an aircraft into forward and aftcompartments. Front loading simplifies the structure and reduces theweight of an aircraft by utilizing a single set of front doors insteadof fore and aft cargo doors. In addition, the front doors are locatedforward of aircraft areas that experience prime bending loads, whichmaintains proper door seating over time.

Furthermore, another advantage provided by an embodiment of the presentinvention is the provision of a terminal carry-on system that allows forthe pre-loading of carry-on articles into carry-on transport modules.The carry-on system provides increased efficiency in passenger ingressand egress, aids in minimizing any apprehensions that passengers mayhave in becoming separated from their articles, and minimizescompetition between passengers in first accessing or utilizing aoverhead compartment storage area or the like. The terminal carry-onsystem significantly increases ingress and egress speed by facilitatingthe stowage and retrieval of personal articles within a terminal priorto and after embarkation. Passengers are able to ingress withoutcarrying carry-ons to their respective seats without competition fromco-passengers for overhead stowage. Upon arrival to a terminal, thepassengers may egress from the aircraft and retrieve their personaleffects within the terminal.

Yet another advantage provided by an embodiment of the present inventionis the provision of operational ground support systems that utilizepassenger transport modules. The passenger transport modules are used toshuttle passengers into and out of an aircraft. Again increasingpassenger ingress/egress efficiency and providing an improved passengeroverall flying experience. The passenger ingress/egress modules allow anaircraft to operate out of airports, which do not have the above-stateddocking ports. The transport modules also allow an aircraft to operateat remote airport locations during instances of high gate demand.

Moreover, additional advantages provided by other embodiments of thepresent invention are the provisions of a passenger-cargoloader/unloader and a portable ground servicing unit. These stateembodiments allow for servicing of an aircraft from locations other thanat airport interface terminals and provide similar through aircraft noseservicing, as stated above. These embodiments also account for airportswhere terminal availability is limited.

The present invention itself, together with further objects andattendant advantages, will be best understood by reference to thefollowing detailed description, taken in conjunction with theaccompanying drawing.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top view of an integrated operational ground support systemfor an aircraft in accordance with an embodiment of the presentinvention.

FIG. 2A is a top view of an airport illustrating aircraft guidance andmobility including aircraft departure in accordance with an embodimentof the present invention.

FIG. 2B is a top view of an airport illustrating aircraft guidance andmobility including aircraft arrival in accordance with an embodiment ofthe present invention.

FIG. 3 is a perspective view of an aircraft guidance and mobility systemin accordance with an embodiment of the present invention.

FIG. 4 is a side view of the integrated operational ground supportsystem incorporating the use of an airport interface terminal dockingport illustrated with a cargo elevator in a down state and in accordancewith an embodiment of the present invention.

FIG. 5 is a side view of the integrated operational ground supportsystem incorporating the use of an airport interface terminal dockingport illustrated with a cargo elevator in an up state and in accordancewith an embodiment of the present invention.

FIG. 6 is a perspective view of an integrated operational ground supportsystem for an aircraft illustrating cargo handling in accordance with anembodiment of the present invention.

FIG. 7 is a side perspective view of the integrated operational groundsupport system illustrating an aircraft primary service system inaccordance with an embodiment of the present invention.

FIG. 8 is a front perspective view of a passenger compartment portion ofa nose service opening of the aircraft in accordance with an embodimentof the present invention.

FIG. 9 is a perspective view of an integrated operational ground supportsystem for an aircraft incorporating the use airport interface terminalsfor both a nose opening aircraft and a non-nose opening aircraft inaccordance with an embodiment of the present invention.

FIG. 10 is a perspective view of a terminal carry-on system inaccordance with another embodiment of the present invention.

FIG. 11A is a side view of an integrated operational ground supportsystem incorporating the use of a passenger/cargo loader-unloader inaccordance with another embodiment of the present invention.

FIG. 11B is a perspective view of the integrated operational groundsupport system Of FIG. 10A.

FIG. 12 is a perspective view of an integrated operational groundsupport system incorporating the use of a portable ground servicing unitin accordance with another embodiment of the present invention.

FIG. 13 is a perspective view of a an integrated operational groundsupport system incorporating the use of passenger transport modules inaccordance with still another embodiment of the present invention.

FIG. 14 is a perspective view of an integrated operational groundsupport system for an aircraft in accordance with another embodiment ofthe present invention.

FIG. 15 is a perspective view of an integrated operational groundsupport system for an aircraft in accordance with yet another embodimentof the present invention.

FIG. 16 is a perspective view of the ground support system of FIG. 15illustrating servicing bridge pivot motion.

FIG. 17 is a perspective view of a tarmac interface service system inaccordance with an embodiment of the present invention.

FIG. 18 is a perspective view of a fuel hydrant supply system inaccordance with yet another embodiment of the present invention.

FIG. 19 is a perspective view of a linear drive cargo lift in accordancewith yet another embodiment of the present invention.

FIG. 20 is a perspective view of a machine vision alignment system inaccordance with another embodiment of the present invention.

FIG. 21 is a perspective view of a passenger servicing bridge having adouble door servicing bridge in accordance with another embodiment ofthe present invention.

FIG. 22A is a perspective view of a ground support system incorporatinga 90° adjustable feed direction platform in accordance with anotherembodiment of the present invention.

FIG. 22B is a perspective view of the feed platform of FIG. 22Aswitching convey direction.

FIG. 22C is a perspective view of the feed platform of FIG. 22A in anoff-loading mode.

FIG. 23 is a perspective view of a fuel hydrant supply and brake coolingsystem incorporating a drainage system in accordance with anotherembodiment of the present invention.

FIG. 24A is an overhead perspective view of a remote baggage handlingsystem in accordance with another embodiment of the present invention.

FIG. 24B is a perspective view of a baggage drop-off terminal inaccordance with another embodiment of the present invention.

FIG. 25 is a top perspective view of an integrated operational groundsupport system incorporated a blended wing aircraft design in accordancewith another embodiment of the present invention.

FIG. 26 is a front open-end view of an aircraft security system inaccordance with an embodiment of the present invention.

FIG. 27 is perspective level plan view of a passenger levelincorporating multiple servicing columns in accordance with anembodiment of the present invention.

FIG. 28 is an internal perspective view of a passenger levelincorporating an elevator shaft in accordance with an embodiment of thepresent invention.

DETAILED DESCRIPTION

In each of the following Figures, the same reference numerals are usedto refer to the same components. While the present invention isdescribed with respect to systems and methods of servicing an aircraft,the present invention may be adapted for various applications andsystems including: aeronautical systems, land-based vehicle systems, orother applications or systems known in the art that require servicing ofa vehicle.

In the following description, various operating parameters andcomponents are described for one constructed embodiment. These specificparameters and components are included as examples and are not meant tobe limiting.

Also, in the following description the terms “service”, “services”, and“servicing” may include and/or refer to any aircraft services, such aspassenger ingress/egress services, cargo ingress/egress services,aircraft primary services, aircraft secondary services, galley services,cabin cleaning services, lavatory services, or other services known inthe art. Primary services may include fuel, power, water, waste, airconditioning, engine start air, brake cooling, and other primaryservices. The stated primary services may be referred to as resources.Secondary services may include cabin cleaning services, galley services,trash services, and other secondary services.

Referring now to FIGS. 1-2B, a top view of an integrated operationalground support system 10 for an aircraft 12 and top views of an airport13 illustrating aircraft guidance and mobility in accordance with anembodiment of the present invention is shown. Note that the aircraftshown in FIGS. 1-2B, as well as in FIGS. 3-9 and 11A-19, are for examplepurposes only, the present invention may be applied to various otheraircraft known in the art. The integrated support system 10 includes theaircraft 12 and an airport interface terminal docking port 14 having adocking coupler or port 16. The aircraft 12 is shown at a particulargate 18 of the interface terminal 14. The aircraft 12 has a nose 20 thatopens for the servicing of the aircraft 12 therethrough. The aircraftnose 20 may open in various manners. In the embodiment of FIG. 1, thenose 20 has an upper nose cap 22 and a pair of lower quarter covers 24,sometimes referred to as clamshell doors. The cap 22 and covers 24 arehinged to open in an upward direction and away from a service opening26. Service opening 26 is one example of a service opening, otherexamples are provided below with respect to the other embodiments of thepresent invention. The interface terminal 14 services the aircraft 12through the service opening 26. The interface terminal 14 provides suchservicing through the use of various ground support service sub-systems,which are best seen in FIGS. 4-7. Other sample support sub-systems andintegrated operational ground support systems are provided and describedwith respect to the embodiments of FIGS. 8-13.

The aircraft 12 may include an onboard aircraft terminal mating controlsystem 40 for guidance of the aircraft 12 to and from the terminal 14.The onboard system 40 includes a global positioning system (GPS) ornavigation system 42, which is in communication with GPS satellites 43(only one is shown) and central tower 45 and is used by the controller44 to guide the aircraft 12 upon landing on the ground to the terminal14. This guidance may be referred to as vehicle free ramp operations.The airport infrastructure includes maintenance operations schedulingand support 46 and may be in communication with the aircraft 54 via thetower 45 or the ground antenna 47. Systems, equipment, and personalneeded to perform unscheduled service requirements discovered in flightmay be ready upon arrival of the aircraft 12 and 54 for suchperformance.

Guidance signals 39 are transmitted and received between the tower 45and the aircraft 54 when on the tarmac 51. This assures that adequateground separation is maintained and discreet source ground movementdamage is minimized. The guidance signals are utilized for both arrivaland departure as indicated by arrival arrows 83 and backup arrow 85.

The largest percentage of damage to an aircraft occurs while an aircraftis on the ground. The damage may occur when taxiing and colliding withother aircraft or ground equipment, or while parked at a terminal gateby support operations vehicles. The onboard system 40 guides theaircraft 12 by automated means and controls the speed and position ofeach individual aircraft while in motion. The onboard system 40 is towercontrolled via automatic pilot and is employed for ground movement. Byhaving aircraft at a particular airport under controlled motion, groundseparation requirements can be reduced. A reduction in ground separationrequirements increases airport capacity while reducing the risk ofcollision with other aircraft and objects.

Once the aircraft 12 is in close proximity with the terminal 14, aprecision guidance system 50 is used in replacement of the navigationsystem 42. The precision guidance system 50 precisely guides theaircraft 12 to the docking port 16 using machine vision controlled pickand place robotics techniques known in the art. A near gate proximityguide-strip or guideline 52 is provided on the tarmac 51, which is usedfor rapid and precise guidance of the aircraft 12 to the docking port16. A sample path of an aircraft is designated by the disks 49.

The ground support system 10 utilizes GPS cross runaway and tarmac routecontrol. GPS cross runaway refers to the pavement connection betweenrunways that the aircraft 12 crosses when taxiing to and from a terminaltarmac area 53. Tarmac route control refers to the position control ofthe aircraft 54 on the tarmac 51, which may include control of theaircraft 12, as well as other aircraft known in the art. Aircraftpositions are monitored by the guidance system 50 inclusive of GPS viaground based antenna arrays 41 that may be in or on tarmac guide strips55. Final precision guidance is performed via machine vision. The groundbased antenna arrays 43 may be used to perform triangulation indetermining aircraft position. Control of the aircraft 54 may besoftware customized to individualize airport requirements andconfigurations. The use of GPS cross runaway and tarmac route control incoordination with the guideline 52 enables rapid ground movement andcontrol and precision gate alignment with minimal system implementationcost. In one embodiment of the present invention the guideline 52 iscontinuous to maintain control of the aircraft 12.

Once the aircraft 12 is staged to the terminal 14, a system based onmachine vision technology orients the docking port 16 in vertical andhorizontal directions. After alignment, the docking port 16 is extendedand mated with the aircraft 12. Once the aircraft 12 is mated to thedocking port 16 the clamshell doors 22 and 24 are opened and theaircraft 12 is serviced through the nose 20.

Referring now also to FIG. 3, a perspective view of an aircraft guidanceand mobility system 56 in accordance with an embodiment of the presentinvention is shown. The guidance and mobility system 56 includes a motordrive speed and steering control panel 57 that is in communication withGPS satellites, such as satellite 58, and a radio control tower 59. Thecontrol panel 57 receives position information from the GPS satellites58 for movement control. The control panel 57 also receives a radiocontrol signal from the tower 59 for speed and route control to and fromterminal gates. The guidance and mobility system 56 also includes anelectronic and electrical control distribution bay 53, a power steeringunit 61, a traction motor 63, and a power delivery system 65. Theguidance and mobility system 56 may receive signals from the tower 45for controlling the taxiing of the aircraft 12 to and from a terminalgate. This eliminates the need for wheel walkers and tail walkers, ascommonly used for such taxiing.

The distribution bay 53 provides electronic control of and power toaircraft electronic systems. The control panel 57 may be part of thedistribution bay 53 or separate as shown.

The power steering unit 61 is utilized to autonomously steer theaircraft 12 through use of the guidance system 56. The power steeringsystem 61 may be overridden by a pilot of the aircraft 12 via thecockpit override 67 or by airport authority control that is externalfrom the aircraft 12.

The traction motor 63 is a motorized wheel that may be located withinthe hub of the front wheels 69. The motor 63 may be an alternatingcurrent (AC) or direct current (DC) motor. The traction motor 63 isactivated by the guidance system 56 to move the aircraft 12. The motor63 may be used to decrease the traveling or taxiing speed of theaircraft 12 without the use of brakes.

The power delivery system 65 includes a supply line 71 and an auxiliarypower unit 73. Power is supplied from the auxiliary power unit 73 to thedistribution bay 53 via the supply line 71. The auxiliary power unit 73may be of various types and styles known in the art.

The guidance system 56 may also include a bank of ultra capacitors 75 tosupply load during peak power demands, such as when the aircraft 12 isinitially moving from a rest position. This is sometimes referred to asa break away motion start. The guidance system 56 may also include asensor 77 for close proximity guidance. The sensor 77 is coupled to thecontrol panel 57. The sensor 77 detects objects forward of the aircraft12, such as a terminal gate, and generates a proximity signal, which maybe used by machine vision devices to accurately position the aircraft12.

The guidance system 56 may support conventionally configured aircraftand use main engines as power mobility, while using the guidance controlsystem 56 to guide movement of the aircraft while on the ground, andwithin proximity of the airport 13.

Referring now to FIGS. 4-6, side views of the integrated support system10 are shown with a cargo elevator 60 in a “down” state and in an “up”state and a perspective view of the integrated support system 10 isshown illustrating cargo handling in accordance with an embodiment ofthe present invention. The integrated support system 10 includes variousground service support sub-systems, such as a passenger ingress/egresssystem 62, a cargo ingress/egress system 64, an aircraft primary servicesystem 66, an aircraft secondary service system 68, a security system70, and a health and maintenance monitoring system 72. Although only theservice support sub-systems 62-72 are shown, other service-supportsub-systems known in the art may be incorporated. Although the servicesupport sub-systems 62-72 are shown as being associated with aparticular level, other configurations may be utilized.

The passenger ingress/egress system 62 aids in the efficient ingress andegress of passengers to and from the aircraft 12. Passengers enter andexit to and from the interface terminal 14 through the terminal levelportion 74 of the service opening 26. The interface terminal 14 has openglass ceilings 76 that are supported by columns 78. The passengersduring the boarding process are guided through the terminal 14, over theextendable servicing bridge 81, on the terminal floor 80, to a terminalgate, such as gate 18. The passengers are then guided across an upperfloor or terminal level 82 of the interface terminal 14 and over acoupler platform 86 to the aircraft 12.

The passengers, while being guided to and when arriving in the aircraft12, experience the wide body interiors of both the aircraft 12 and theinterface terminal 14. The passengers experience open, spacious, welllighted, and uncrowded views of the interface terminal 14 and theinterior of the aircraft 12. This is best seen in FIGS. 6-9. Thepassengers may ingress and egress to and from the aircraft 12 in a twincolumn format, rather than through a narrow tunnel-loading ramp, as isthe case with traditional systems. The integrated support system 10 thusprovides a natural and inviting experience for the passengers.

Upon arrival of the aircraft 12, the nose 20 opens and the interfaceterminal 14 is mated with the service opening 26. The sidewalls and theceiling panels within the wide body interior 86 of the aircraft 12remain stationary. Partitions and/or doors 88 open between the passengercompartment 90 and the interface terminal 14. The passengers arepresented with the interior 86 or the wide body interior 92 of theinterface terminal 14 depending upon whether the passengers are enteringor exiting the aircraft 12.

The cargo ingress/egress system 64 aids in the efficient loading andunloading of cargo, service carts, and other packages, containers, andbaggages known in the art. When the aircraft 12 is at the gate 18, cargothat is loaded into the cargo containers 100 may be simultaneouslyloaded and unloaded at the tarmac level 102 of the interface terminal 14while passengers are entering and exiting the aircraft 12 at theterminal level 82. The cargo containers 100 during the cargo loadingprocess are transported to the terminal interface 14 and may be rotatedon a cargo carousel 104 for proper orientation into the aircraft 12. Thecargo containers 100 are then conveyed across the terminal interface 14on conveyors 105 to the cargo elevator 60. The containers 100 are raisedon the elevator 60 and are conveyed into the cargo area or lower hold108 of the aircraft 12. The containers 100 are conveyed or positionedwithin the aircraft 12 using an onboard loading/unloading system 101.This loading/unloading system may be used for the containers 100, thegalley carts 290, or may be utilized as a carry-on system to load thecarry-on modules 452, shown in FIG. 10. This process is represented byarrows 109. The elevator 60 is shown in the down state in FIG. 4 and inthe up state in FIG. 5.

The cargo containers 100 may be hitched together on both side tracks orrails like rail cars and conveyed over air bearings (not shown) to andfrom the aircraft 12. The containers 100 are conveyed longitudinallyalong the length of the aircraft 12 straight into and out of the lowerhold 108. This eliminates the 90° shuffle of cargo containers from acargo loader, along the side of and perpendicularly oriented withrespect to an aircraft, to cargo areas fore and aft of the cargo loader,as normally experienced with traditional systems. The aircraft 12 mayalso have linear drives (not shown) to transport the containers andpallets on and off the aircraft 12. Locks and guides (not shown) may belocated on the port and starboard sides of the cargo hold. Side locksenable automated insertion and removal of the containers and palletswithout the need of human intervention to install and remove the forwardand aft restraining dogs (not shown). The rails on the sides of thebottoms of the containers and pallets may be site modified to facilitatethe automated side guide rail clamping, which reduces system complexityand increases robustness of the cargo system 64, while eliminating theneed for manual intervention. Side guide rail clamping significantlyreduces the costs exhibited by cargo handling and minimizes aircraftstructural damage incurred from ground cargo activity experienced withprior cargo systems.

Referring now also to FIG. 7, a side perspective view is shown of theintegrated support system 10 illustrating the primary service system 66in accordance with an embodiment of the present invention. The primaryservice system 66 includes a terminal service system 147, having a maincontrol panel station 150, and an onboard aircraft service system 149.The primary service system 66 also includes multiple primary servicesupport sub-systems 151. The main station 150 couples to the aircraft 12via multiple primary service couplers. The primary service couplersinclude a first series of couplers or terminal couplers 152 and a secondseries of couplers or aircraft couplers 154. A terminal coupler mayrefer to a coupler that is on a terminal and may also include a couplerthat is on a servicing bridge that is attached to a terminal or, inother words, a bridge primary service coupler. The first couplers 152are located on the main station 150. The second couplers 154 are locatedon the aircraft 12 and mate with the first couplers 152. The primaryservice sub-systems 151 include a fuel system 160, an electrical powersystem 162, water systems 164, air systems 166, and a brake coolingsystem 168, which are controlled via a station controller 170.

Each of the primary sub-systems 151 has an associated conduit 172 thatextends from the interface terminal 14 through a service conduitextension 173 to the associated first coupler 152. A large separationdistance exists between a fuel hydrant 174 and an electrical coupler 176to prevent electrical arcing to fuel. Other isolation techniques knownin the art may also be utilized to separate the fuel hydrant 174 fromthe electrical coupler 176. Fuel is delivered by the hydrant 174 ratherthan by fuel trucks, which minimizes deicing requirements caused by coldsoaked fuel and provides a constant and desirable temperature fuelyear-round.

The water systems 164 include a potable water system 180, a gray watervacuum evacuation system 182, and a brown water vacuum evacuation system184. The air systems 166 include an air conditioning system 186 and anengine start air system 188.

The fuel system 160, the water systems 164, the air systems 166, and thebrake cooling system 168 have associated pumps 200, specifically a fuelpump 202, a potable water pump 204, a gray water vacuum pump 206, abrown water vacuum evacuation pump 208, an air start pump 210, an airconditioning pump 212, and a brake coolant pump 214. The pumps 200 maybe located within the main station 150 or may be located elsewhere inthe interface terminal 14 or at some other central location wherebymultiple interface terminals may share and have access thereto.

The aircraft 12 is refueled through the high-pressure fuel hydrant 174that extends to and couples with fueling ports 211 (only one is shown)on each side of the aircraft 12 when dual main stations are utilized.Machine vision ensures that the couplers 154 align in their properorientation while redundant sensors 220 ensure that fuel does not beginto flow until coupling is complete. The sensors 220 may be in the formof contact limit sensors, which are activated when the clampingmechanism 221 is fully actuated. The sensors 220 may be backed up bycontinuity sensors, which indicate when the clamping mechanism is in afully clamped position. Feedback sensors 230 from the aircraft fuelstorage system 232 indicate when fueling is complete and the fuel tanks234 are properly filled. Relief valves and flow back devices 229 may beused to ensure that any system malfunction does not result in spillage.The flow back devices 229 may be located at the level or point of entryinto the fuel tanks 234 to prevent fuel from being retained in the lowerlevel plumbing or lines (not shown) between the couplers 154 and thefuel tanks of the aircraft. The lower level lines may then be gasinerted after filling is complete.

The fuel hydrant 174 may be double walled and include an inner tube 233with an outer jacket 235. Fuel is supplied through the inner tube 233.The outer jacket 235 is used to capture vapor and also serve as a reliefflow back system. The feedback sensors 230 are connected to the fuelingsystem 232. The fuel supply architecture of the interface terminal 14provides for underground fuel storage.

Electrical power and potable water couplers 240 and 242, respectively,are mated similar to that of the fuel couplers 174 and 211. The vacuumcouplers 250 connect to the holding tank dump tubes 252. The waste tanks254 may then be vacuumed empty. The air conditioning coupler 256connects to the aircraft air duct system 258. The engine start aircoupler 260 connects to the aircraft engine start air lines 262. The aircouplers 256 and 260 may be supplied with air from a central sharedterminal resource system 270, as shown in FIG. 1, which may be shared byany number of interface terminals. Of course, other primary servicesub-systems may also utilize the central shared terminal resource system270. In addition, the interface terminals may evacuate fluids fromaircraft to the central resource system 270 or to another sharedresource system (not shown) separate from the resource system 270. Thebrake coolant coupler 272 is connected to the cooling lines 274 of theaircraft braking system 276. When dynamic field brakes are utilized heatdissipation within the braking system 276 may be accommodated throughother techniques known in the art rather than through the use of thebrake coolant 278. The electrical power coupler, the potable watercoupler, the vacuum couplers, the air-conditioning coupler, the enginestart air coupler, and the brake coolant coupler are not eachnumerically designated due to space constraints, but are shown andgenerally designated and included in the first couplers 152.

The main station 150, via the station controller 170, adjusts the amountof fluids, air, and electrical power supplied to and pumped from theaircraft 12. The main controller 170 may be in communication with anonboard controller 171, which is coupled to onboard systems and devices232, 254, 258, 276, and other onboard systems and devices. A controlpanel operator may monitor the main station 150 and shut down any of thesub-systems 151 that are operating inappropriately or the maincontroller 170 may in and of itself shut down one or more of thesub-systems 151. Although a single main station is shown for a singleside of the aircraft 12, any number of main stations may be utilized.The controllers 170 and 171 may be microprocessor based, such as acomputer having a central processing unit, have memory (RAM and/or ROM),and associated input and output buses. The controllers 170 and 171 maybe an application-specific integrated circuit or be formed of otherlogic devices known in the art.

The main station 150 also includes a static contact neutralizingconnection 280 that connects with the aircraft 12 before connection bythe other couplers 152 and 154. The neutralizing connection 280eliminates any static charge that may exist between the aircraft 12 andthe interface terminal 14.

A download/upload interface coupler 284 for system health andmaintenance monitoring and control is also provided in the main station150. The download/upload coupler 284 may be used to download and uploadhealth and monitoring data, notice of service data, fluid level data,preventative maintenance and scheduling data, and other data between theaircraft and the interface terminal 14 and/or associated servicingbridge. This provides allows for such information to be monitored andtransferred without need for various physical inspections. The downloadand upload coupler 284 and the controllers 170 and 171 may be part of asmart structure system. The download/upload coupler 284 is coupled toand is used for offboard monitoring, checking, and adjusting of aircraftonboard electric systems and controls.

The onboard controller 171 may be located anywhere on the aircraft 12.In one embodiment of the present invention the controller 171 and dataaccessible thereby is accessible to cockpit and ground personnel. Theonboard controller 171 may be used to as a security monitor, as aservice monitor, as a health and maintenance monitor, or as some othermonitor known in the art. The controller 171 may be used to communicatethe current status of various onboard systems and devices to the mainstation controller 170. The controller 171 may generate a service actionplan laying out the maintenance or service steps needed for the aircraft12 at any instant in time.

The aircraft secondary service system 68 has an associated secondaryservice level 289 and aids in the efficient servicing of the cabins,galleys, lavatories, and waste or trash containers of the aircraft 12.Although the secondary service system 68 is shown as being an integralpart of the cargo ingress/egress system 64, it may be separatedtherefrom, as is shown with respect to the embodiment of FIGS. 11A-12.The secondary service system 68 utilizes the elevator 60, the cargocarousel 104, and the conveyors 105 to transport service carts and wastecontainers, such as galley carts 290, to and from the aircraft 12. Thesecondary service system 68 and the primary service system 66 may beoperated using machine vision and automation technologies and associatedor specific devices.

After cargo containers 100 are removed from the aircraft 12 the lowerhold 108 is open to support cabin services. Cabin-cleaning attendantsenter at the terminal level 82 to service the passenger cabins,lavatories, and galleys of the aircraft 12. Used galley carts 290 andrefuses from the cabins and lavatories may be lowered within theaircraft 12 to the lower hold 108 before being conveyed off the aircraft12. When the aircraft 12 is continuing through and is not fully servicedat the interface terminal 14, and only the front cargo containers areremoved, then the services may be performed through forward galleyelevator accommodations (not shown).

The galley carts 290 may be brought in and elevated into position fromthe lower hold 108 in the reverse order than they are used for cabincleaning. The galley carts 290 may be stacked, which reduces the amountof space utilized thereby and allows for increased space for passengerseating, as well as shortened aircraft turn around times.

The secondary system 68 may include galley trash compactors (not shown)that are approximately the same physical size as the galley carts 290.Due to their size, the trash compactors may be removed, rotated, andreplaced with and in a similar manner as that of the galley carts 290.

The security system 70 has two parts. The first part is passive and thesecond part is active. The first part is directed to the architectureand design of the integrated support system 10. The integrated supportsystem 10 is designed such that passengers and cargo are passed througha single opening, specifically the service opening 26, and the flightcrew is separated from the terminal level 82 and passengers thereonincluding passenger cabins and compartments. The use of a single openingfor aircraft servicing allows for security monitoring of both passengersand cargo to be performed at a single location. The flight crew islocated in a separated and elevated flight crew deck area or cabin 300within a hump 302 of the fore part 304 of the aircraft 12. The hump 302not only provides increased security for the flight crew, but alsoallows crew pre-flight checks during unload/load sequences, shortensaircraft turn around time, and decreases length of the aircraft 12 forequivalent aircraft capacity.

The second part includes a barcode screening system 320, which is usedto monitor the cargo containers 100 entering and exiting the aircraft12. Although the barcode screening system 320 is shown as beingincorporated into the interface terminal 14, it may be incorporated intothe aircraft 12. A bar code reader 322 is mounted at the tarmac leveland reads barcodes 324 on the cargo containers 100. Improper bar codesmay be detected at the main station and the associated cargo containersmay be removed from the interface terminal 14 and checked.

The health and maintenance monitoring system 72 aids in the offboardmonitoring and checking of aircraft systems. The health monitoringsystem 72 facilitates the exchange of data between ground maintenanceand support and the aircraft 12. This allows for the evolution of realtime structural and aircraft system monitoring and maintenance.Structural stress cycles and intensity may be tracked. The healthmonitoring system 72 allows fleet maintenance to predict whenmaintenance is needed and perform the appropriate maintenance ahead ofschedule rather than to react to a malfunction and cause undesireddowntime to perform the needed maintenance and component replacement.The health monitoring system 72 includes the download/upload interfacecoupler 284 and other electronics and electrical control and monitoringdevices, such as gauges, switches, video screens, audio devices, andother controls and monitoring tools known in the art. These controls andmonitoring tools may be located within the main station 150, elsewherein the interface terminal 14, or offboard the interface terminal 14 at acentral monitoring station, such as within the central shared terminalresource system 270. The health monitoring system 72 reduces inspectioncosts while providing a broader margin of safety.

The interface terminal 14 is extendable to the aircraft 12 and as suchthe service conduit 173 are also extendable via the service conduitextension and the take-up reels 330. The interface terminal 14, asshown, includes a first support column 332 and a second support column334. The first support column 332 is stationary and the second supportcolumn 334 is mobile. The second support column 334 and the main station150 are on wheels 336 and may be extended away from the gate towards theaircraft 12. The main station 150 may control extension of the interfaceterminal 14. The service conduit extension 173 may be telescoping and beextended to or retracted from the aircraft 12.

The aircraft 12 may include one or more motor wheel assemblies 350 withmotor wheels 352 for tarmac movement and mobility. The motor wheelassembly 350 can be incorporated into the front trucks of the aircraft12. Incorporation of motor wheel assembly 350 economically facilitatesground mobility requirements of the aircraft 12. The motor wheelassembly 350 may be used in replacement of or in combination with enginethrust and towing trucks. The use of the motor wheel assembly 350minimizes human error and increases safety and integrity of an aircraft12.

The motor wheel assembly 350 is of the traction motor type and can beeither designed as an AC or DC unit. Modern traction motors are capableof producing large torque to weight ratios. The motor wheels 352 may belocated and mounted on the front steerable wheel assembly 354 of theaircraft 12. The motor wheels 352 may be spun up prior to touch down ofthe aircraft 12 on a landing strip or runway and reduce tire wear andincrease control during a breaking sequence on a slick runway.

The motor wheel assembly 350 may be staged over the guide-strip 52 bythe GPS system 42 and thus allows the guide strip 52 and the groundbased radio antennae arrays to precisely guide the aircraft 12 over aprescribed directed and controlled route to and from the interfaceterminal 14. The motor wheel assembly 350 may be controlled by acentralized computer ground control system, such as within the centralresource system 270, of an airport to assure proper separation of groundtraffic and significantly enhance the efficiency, safety and speed ofground mobility. The motor wheel assembly 350 may be used instead ofaircraft primary engines, when taxiing on the tarmac, which reduces fuelconsumption. The use of the motor wheel assembly 350 also eliminates theneed for ground personnel to guide the aircraft 12.

The aircraft 12 may also include a dynamic braking assembly 360. Directcurrent (DC) electric power supplied to drive the wheels 352 may becontrolled to reduce the speed of the aircraft 12. The electrical fieldsof wheel motors 362 perform as a generator when being externally driven,such as during landing. The electrical fields of the wheel motors 362are positively crossed to generate a large amount of electromagneticfield energy. Dynamic braking can supply adequate energy to chargeultra-capacitors, which can hold that energy in reserve to be availableon demand. The stored energy may be used as breakaway starting energywhen aircraft motion is initiated under motor wheel power.

Referring now to FIG. 8, a front perspective view of a passengercompartment or cabin portion 400 of a nose service opening 26′ of anaircraft 12′ in accordance with an embodiment of the present inventionis shown. The wide-open interior of the passenger cabin 400 can beviewed from the service opening 26′. A pair of hydraulic lifts 402 isshown for the opening of the upper cap (not shown, but similar to uppercap 22). Passengers may enter the aircraft 12′ and proceed in columnsdown aisles 404. Although an aircraft is shown having a twin aisleconfiguration, a similar configuration may be utilized for a singleaisle aircraft.

Referring now to FIG. 9, a perspective view of an integrated operationalground support system 10′ for an aircraft 12″ is shown that incorporatesthe use of an airport interface terminal 14′ that provides for servicingof both nose opening aircraft, such as aircraft 12″, and non-noseopening aircraft (not shown) in accordance with an embodiment of thepresent invention. The integrated support system 10′ includes theinterface terminal 14′ that is similar to the interface terminal 14, butfurther includes a traditional style servicing bridge 410. The interfaceterminal 14′ has a first gate 412 associated with the aircraft 12″ and asecond gate 414 that is associated with the servicing bridge 410.Passengers may ingress and egress from nose opening aircraft andnon-nose opening aircraft over the terminal level 82′ of the interfaceterminal 14′.

Referring now to FIG. 10, a perspective view of a terminal carry-onsystem 450 in accordance with another embodiment of the presentinvention is shown. The terminal carry-on system 450 includes carry-onmodules 452, which are loaded by passengers within an interfaceterminal, such as the interface terminals 14 and 14′. The carry-onmodules 452 are then conveyed via carry-on module conveyors 454 into anaircraft having an associated onboard carry-on system. The carry-onmodules 452 are raised and lowered from the terminal level 82″ viaelevators 456. The carry-on modules 452 may also be conveyed, similar tothe cargo containers 100 above, into the lower hold and through a noseservice opening of an aircraft, such as service opening 26. The carry-onmodules 452 may be replaced with false partitions 458 (only one isshown) to prevent passengers from entering areas between elevatorcolumns 460 when the carry-on modules 452 are in transit.

The carry-on modules 452 may be designed to provide both cloak closets462, carry-on cubbyhole lockers 464, as well as other carry-oncontainers or compartments known in the art, such as the compartment466. The carry-on modules 462 may be loaded into a forward area of acargo hold using a last on first off method.

The carry-on modules 452 may have bar codes 464, as shown. The bar codes464 may be checked by a security system, such as the security system 70,while in transport to an aircraft.

After passengers have cleared security and have arrived at their gate ofembarkation, they may place cloaks and carry-on luggage into thecarry-on modules 452 at the gate. Upon filling of the carry-on modules452, the carry-on modules 452 are then lowered down to the tarmac level102′ and directly conveyed into the appropriate aircraft. This processalleviates apprehensions passengers may have that are directed tobecoming separated from their luggage, since they are able to load itthemselves. In using the carry-on system 450, passengers need notcompete with other fellow passengers for carry-on space within anaircraft. The carry-on system 450 also decreases boarding anddisboarding times.

Referring now to FIGS. 11A and 11B, a side view and a perspective viewof an integrated operational ground support system 10′″ incorporatingthe use of an aircraft passenger/cargo loader-unloader 470 in accordancewith another embodiment of the present invention is shown. Thepassenger/cargo loader-unloader 470 is mobile and may be used inreplacement of an interface terminal and thus also has various groundsupport service sub-systems. The passenger/cargo loader-unloader 470 hasa stand-alone support structure 471, such as a frame or body, and is onwheels 473. The passenger/cargo loader-unloader 470 may have anassociated drivetrain, driveline, or the like (not shown) and may bedriven using controls located at a main station 150′.

The passenger/cargo loader-unloader 470 also includes a terminal level472 and a tarmac level 474. The terminal level 472 is used as apassenger servicing floor and the tarmac level 474 is used as a cargotransport floor. Passengers may enter the passenger/cargoloader-unloader 470 in the rear 476 at a terminal gate and exit in thefront 478 through the docking port 479 and the service opening 26″ ofthe aircraft 12′″. The terminal level 472 may have various passengeraccommodations commonly found at an airport, in an airport terminal, oron an aircraft, such as passenger seating, lounge chairs, lavatories,vending services, food and beverage services, or other passengeraccommodations. Cargo may enter in the rear 476 over a cargo gate/ramp480 onto a cargo platform 482 and conveyed across the cargo platform 482onto a hydraulic lift platform 484, which raises the cargo to the cargohold level 486 of the aircraft 12′″, via the main station 150′. Onceraised the cargo may then be conveyed into the aircraft 12′″.

The passenger/cargo loader-unloader 470 is useful when it is necessaryto load and unload passengers and cargo from an aircraft on a tarmac dueto capacity limitations at terminals within an airport. Thepassenger/cargo loader-unloader 470 also allows for simultaneous ingressand egress of passengers and cargo from the aircraft 12′″, similar tothat of the interface terminals 14 and 14′.

Although the loader/unloader 470 is shown as being utilized inconjunction with and mating to a nose of an aircraft, theloader/unloader 470 may be easily modified to mate to port or starboardsides of an aircraft. For example, the loader/unloader 470 may be usedto service the aircrafts illustrated in FIGS. 14-16. The loader/unloader470 may mate with service openings in the lower lobe regions forward ofthe wings on the port and starboard sides of the aircraft.

Referring now to FIG. 12, a perspective view of an integratedoperational ground support system 10″″ incorporating the use of aportable ground-servicing unit 490 in accordance with another embodimentof the present invention is shown. The ground-servicing unit 490 mayalso be considered as an aircraft loader/unloader and has various groundsupport service sub-systems. The ground-servicing unit 490 is alsomobile and may be used in replacement of an interface terminal. Theground-servicing unit 490 also includes a terminal level 492 and atarmac level 494. The terminal 492 is used as a secondary service floorand the tarmac level 494 is used as a primary service floor. Secondaryaircraft services may be provided on the terminal level 492. Forexample, galley carts, lavatory carts, trash carts, and other servicecarts may be conveyed onto the terminal level 492 from the rear andconveyed into the aircraft 12″″ through the front 496 or docking port497 of the ground servicing unit 490. The lower portion 498 of theground-servicing unit 490 is similar to that of an interface terminal,such as the interface terminals 14 and 14′, in that it includes a mainstation 150″ that couples to the aircraft 12″″.

Various tanks and supply holding units 500 reside on the tarmac level494 of the ground-servicing unit 490. The tanks and holding units 500may be separate containers or may be part of a single segregated unit,as shown. The tanks and holding units 500 may be used to supply andextract materials, such as fuel, water, air, and coolant, as well aspower to and from the aircraft 12″″. The tanks and holding units 500 mayinclude a fuel tank, a potable water tank, a gray water tank, a brownwater tank, an air start tank, an air-conditioning tank, an electricalsupply holding unit, as well as other tanks and holding units known inthe art. The materials may be supplied to and pumped from the aircraft12″″ using primary service couplers 503, which are similar to theprimary service couplers 152 and 154, pumps (not shown), and lines 504.The pumps may be within a pump housing 502. The pump housing 502 maycontain pumps similar to pumps 202-214 above.

The loader/unloaders 470 and 490 are for example purposes, of course,other configurations may be utilized. As one example, theloader/unloaders 470 and 490 may be combined, such that a first level orupper level is used for passengers and secondary services, and a secondlevel or lower level is used for cargo and primary services. Theloader/unloader 470 and 490 may utilize a mating system for coupling tothe aircraft 12′″. The mating system may be similar to theaircraft/terminal mating system 751 described herein.

Referring now to FIG. 13, a perspective view of a an integratedoperational ground support system 10 ^(v) incorporating the use ofpassenger transport modules 520 in accordance with still anotherembodiment of the present invention is shown. The integrated supportsystem 10 ^(v) includes an interface terminal 522 configured to shuttlethe passenger modules 520 to and from an aircraft 12 ^(v). The passengermodules 520 are shuttled over a railway type system 524 to the aircraft12 ^(v). Passengers may pre-board the passenger modules 520 into theirrespective assigned seats at a gate 526 and then be shuttled into theaircraft 12 ^(v). The assigned seats within the passenger modules 520are the same assigned seats used on the aircraft 12 ^(v). Once themodules 520 are positioned within the aircraft 12 ^(v) they are lockedinto place. This increases efficiency in the loading of passengers andcarry-ons into segmented portions of an aircraft.

The passenger modules 520 are similar in shape and have a similarinterior as that of an aircraft. The passenger modules 520 may includeover head compartments, comfort and convenience features, such asair-conditioning controls, crewmember call buttons, head set jacks,lavatories, and other comfort and convenience features known in the art.Although the passenger modules 520 are shown as being loading into aside 530 of the aircraft 12 ^(v), they may be loaded into the front 532of the aircraft 12 ^(v) through a service opening, such as opening 26.

The interface terminal 522 also includes the cargo-loading portion ofthe integrated support system (of FIGS. 4-7), represented by numericaldesignator 540. Cargo is simultaneously loaded through the nose 20′ ofthe aircraft 12 ^(v). Once the passenger modules 520 and cargo areloaded the nose 20′ closes and the aircraft 12 ^(v) departs from theinterface terminal 522. The process is reversed when the aircraft 12^(v) arrives at its destination.

The above-described aircraft is also easily converted from a passengeraircraft to a freighter aircraft. Traditional aircraft are configuredsuch that the interior passenger payloads, seats, lavatories, galleys,stow bins, etc., must be broken down into pieces and removed through thepassenger entry door in order to convert from a passenger aircraft to afreighter aircraft. With a front loader configuration or an aircraftthat allows loading and unloading through the nose, the passengerpayloads can be installed as pre-built modules during assembly of theaircraft and later removed for rapid freighter conversion straightthrough the nose of the aircraft. System connections may be designed forquick connect and release. Cargo floors and liners may be designed forrapid installation and removal. This also facilitates rapidrefurbishment when desired and rapid livery changes when ownership ofthe aircraft is changed.

Nearly all passenger airliners are converted into freight airlines.Through the nose servicing increases value of the aircraft for aftermarket use by significantly lowering the cost of conversion. Reducedcost of conversion reduces the cost of ownership by raising the residualvalue of the aircraft.

Referring now to FIG. 14, a perspective view of an integratedoperational ground support system 600 for an aircraft 602 in accordancewith another embodiment of the present invention is shown. The groundsupport system 600 includes a passenger servicing bridge 604 and amulti-level cabin and cargo servicing bridge 606 that is separate andisolated from the passenger servicing bridge 604. The servicing bridges604 and 606 may have any number of auxiliary access doors 605.

The passenger servicing bridge 604 includes a passenger main bridgesection 608 and one or more flex extensions 610. Passengers ingress andegress from the aircraft 602 within the passenger main section 608through the nose 612 of the aircraft 602.

The cabin and cargo servicing bridge 606 includes an upper level orterminal level 620 and a lower level or cargo level 622. Ingress andegress of service carts 624 and cabin cleaning crewmembers is performedon the terminal level 620 through the upper service openings 626 of theaircraft 602. Ingress and egress of cargo 628 is performed on the cargolevel 622. The cargo 628 is loaded in and unloaded from the aircraft 602via conveyors 630, including a ramp conveyor 632 and a linear drivecargo lift 634 through the lower service opening 636.

The terminal level 620 includes a cabin main bridge section 638 with aflex extension 639 and a pair of lateral bridge sections 640, each ofwhich having flex extensions 642. The cargo level 622 includes a cargomain bridge section 644 also with a flex extension 646. Another flexextension 648 may also be utilized between a multi level rotunda 650 andthe cabin and cargo servicing bridge 606. The terminal level 620 iscoupled to the cargo level 622 via bridge lifts 652 for adjustingvertical position of the terminal level 620.

Various rotundas may exist between the terminal 660 and the bridges 604and 606 and as part of the bridges 604 and 606, such as the rotunda 662,to allow the bridges 604 and 606 to rotate to and away from the aircraft602. Motion of the flex extensions 642 and the rotundas 650 and 662 isillustrated in FIG. 16.

Referring now to FIGS. 15 and 16, a perspective view of an integratedoperational ground support system 670 for an aircraft 672 and aperspective view illustrating servicing bridge pivot motion thereof areshown in accordance with yet another embodiment of the presentinvention. The ground support system 670 includes a passenger servicingbridge 674 and a cabin and cargo servicing bridge 606′, which is similarto the cabin and cargo servicing bridge 606. The passenger servicingbridge 674 couples to the port side of the aircraft 672 to allowpassenger ingress and egress therethrough.

The passenger servicing bridge 674 includes a passenger main bridgesection 680 with a flex extension 682 and a pair of bridgeheads 684,each with a pair of flex extensions 686. Passengers may ingress andegress within and along the main section 680 into a port side of theaircraft 672 via the bridgeheads 684. The bridgeheads 684 include afirst fore bridgehead 688 and a first aft bridgehead 690. Flexextensions 682 and 692 allow the bridgeheads 684 to be articulated infore and aft directions along the aircraft 672 for proper alignment withaircraft doors.

The passenger servicing bridge 674 and the cabin and cargo servicingbridge 606′ may be on wheels 694 and rotated to and away from theaircraft 672, as is depicted by arrows 696. The linear drive cargo lift634′ may be coupled to the cabin and cargo servicing bridge 606′ and berotated away from the aircraft 672 simultaneously with the cabin andcargo servicing bridge 606′.

With conventional aircraft, services may be supplied with servicedocking couplers that engage with the aircraft from the lower loberegions on the port and starboard sides forward of the wings. Cargoloading and unloading may also be automated.

Referring now to FIG. 17, a perspective view of a tarmac interfaceservice system 700 in accordance with an embodiment of the presentinvention is shown. The tarmac service system 700 extends out from thetarmac 702 and couples to the aircraft 704. The tarmac service system700 may couple to the aircraft 704 in various locations. The tarmacservice system 700 provides primary services to the aircraft 704.Conduit 706 is coupled to the aircraft 704, as shown, and fuel, air,electrical power, water, and coolant may be supplied to the aircraft704. Fluids, such as potable water system and gray water may be removedfrom the aircraft 704 or be refurbished.

Referring now to FIG. 18, a perspective view of a fuel hydrant supplysystem 720 in accordance with yet another embodiment of the presentinvention is shown. The fuel hydrant supply system 720, as shown, is afour-point hydrant system, which includes two pair of hydrants 722 thatextend from the tarmac 724 and couple to the aircraft 726. Each of thehydrants 722 may also have an inner supply tube (not shown, but similarto inner tube 233) and an outer jacket 728 for pulling fumes away fromthe aircraft 726. The hydrants 722 may be coupled on a side of theaircraft 726 inboard of a wing to body joint 730, as shown, or may becouple to other locations on the aircraft 726.

Referring now to FIG. 19, a perspective view of a linear drive cargolift 634″ in accordance with yet another embodiment of the presentinvention is shown. The linear drive cargo lift 634″ includes a base 740with a flex extension 742 oriented to provide lift to a conveyor table744. Objects are transported on the conveyor table 744 from the cabinand cargo servicing bridge 746 to the cargo hold 748 of the aircraft750.

Referring now to FIG. 20, a perspective view of a machine visionalignment system 750 in accordance with another embodiment of thepresent invention is shown. The alignment system 750 is part of anaircraft/terminal mating system 751 and includes cameras 752 andalignment couplers 754. The aircraft/terminal mating system 751 includesan aircraft onboard portion or terminal mating system 753 and a terminalportion or aircraft mating system 755. A controller, such as the onboardcontroller 757 or the offboard controller 759, is coupled to the cameras752, the couplers 754, and to the sensors, mentioned above with respectto the embodiment of FIG. 7. The controller(s) determine the matingstatus of the connectors in response to signals received from thecameras 752, the couplers 754, and the sensors. The controller(s) may beany onboard or offboard controller, such as a vehicle onboard servicingcontroller, a terminal gate controller, or an airport controller.

The alignment system 750 may be controlled by vehicle on-board systemsto align cameras 752 with the couplers 754. This alignment system 750aids in aligning the fueling ports of the aircraft 758 with the flowback and vapor collection jackets 756. The sample embodiment of FIG. 20also illustrates the supply of brake coolant via a coolant line 760between the tarmac 762 and the brake system 764 of the aircraft 758.

Referring now to FIG. 21, a perspective view of a passenger servicingbridge 800 having a double door servicing bridge 802 in accordance withanother embodiment of the present invention is shown. The double doorservicing bridge 802 includes multiple servicing paths, which arerepresented by a first class corridor 804 and a second class or generalclass corridor 806. The first class corridor 804 is separated from thesecond class corridor 806 by a center wall 808. First class passengersingress and egress the aircraft 810 via the first class corridor 804 andthrough a first bridgehead 812. Other passengers ingress and egress theaircraft 810 through the second corridor 806 and a second bridgehead814. The corridors 804 and 806 although shown for ingress and egress ofpassengers, may be utilized for other aircraft services. Although theservicing paths, as shown, are utilized for ingress and egress ofpassengers, multiple servicing paths may be used for other services andon multiple levels.

Referring now to FIGS. 22A-C, a perspective view of a ground supportsystem 830 incorporating a cargo carousel or more specifically a 90°adjustable feed direction platform 832 and perspective views of the feedplatform 832 are shown in accordance with another embodiment of thepresent invention. The feed platform 832 includes cargo guides/bumpers834 for the guidance of cargo 836 on and off the feed platform 832. Thefeed platform 832 includes a rotating belt 838, which coveys ortransfers the cargo 836 between cargo loaders or handlers 840. Theconvey direction of the feed platform 832 may be adjusted by rotatingthe feed platform 832 on swivel 842. For example, to switch the conveydirection, in the example embodiment shown, the feed platform 832 may belifted and rotated 90°, as represented by arrows 844 in FIG. 22B.Loading is represented by arrows 846 in FIG. 22A and off-loading isrepresented by arrows 848 in FIG. 22C.

Referring now to FIG. 23, a perspective view of a fuel hydrant supplyand brake cooling system 850 incorporating a drainage system 852 inaccordance with another embodiment of the present invention is shown.The fuel supply and brake system 850 includes a machine vision alignmentsystem 854 similar to the alignment system 750 with cameras 856 andalignment couplers 858. The fuel supply and brake system 850 alsoincludes fueling ports with flow back and vapor collection jackets 860and spill traps 862. Any liquid or fuel spillage on the tarmac near theflow back and vapor collection jackets 860 drains through the spilltraps 862 underground into an undertarmac level 864 and is isolated fromthe aircraft 866. A fuel line 868 is coupled to the flow back and vaporcollection jackets 860 and to a fuel control valve 870, which is used toadjust the flow of fuel to the aircraft 866. A fluid drain pipe 871resides in the undertarmac level 864 and allows for drainage of fluidsresiding therein.

In addition, tarmac brake coolant vents 872 are provided to allow forcooling air to be emitted from the tarmac 874 and directed at the brakes(not shown) of the aircraft 866. The vents 872 serve as an air vent andas a spill trap. Ambient air may flow through the vents 872. Any fluidsleaking from the aircraft 866 near the brakes drains through the vent872, is collected into a holding reservoir 876, and eventually out adrainage pipe 878. An air supply pipe 880 is coupled to the holdingreservoir 876 above a fluid level 882 such that the air does not flowthrough any fluid contained therein. Air directed at the brakes isrepresented by arrows 881.

Referring now to FIGS. 24A-B, an overhead perspective view of a remotebaggage handling system 900 and a perspective view of a baggage“drop-off” terminal 902 are shown in accordance with another embodimentof the present invention. The remote baggage handling system 900includes the remote baggage drop-off terminals 902 wherein passengers“check-in” their baggage and cargo before traveling and arriving at theairport terminal 904. Remote baggage “pick-up” terminals 906 aresimilarly located at a remote location from the airport terminal 904, asthat of the drop-off terminals 902, wherein passengers may pick-up theirbaggage upon leaving the airport terminal 904. The drop-off terminals902 and the pick-up terminals 906 may have associated or designatedairlines, such as Delta™, Alaska™, Southwest™, Northwest™, American™,and Continental™. A baggage transfer system 908 conveys the baggages andcargo between the airport terminal 904 and the baggage terminals 902 and906. The baggage drop-off terminal 902 and the baggage pick-up terminal906 are remotely located such that baggages may be inspected and scannedprior to entering the airport terminal 904. This increases airportsafety.

An x-ray and weapon/explosive detection equipment center 910 may belocated at the baggage drop-off terminal 902 or at some other locationbetween the baggage drop-off terminal 902 and the airport terminal 904or in route along the baggage transfer system 908, as shown. Theweapon/explosive center may scan baggage for any unpermitted objectsknown in the art including weapons, explosives, gas tanks, stolenobjects, drugs, alcohol, and large quantities of money. When anexplosive is detected in a baggage within the weapon/explosive center910, the baggage may be transported directly to a remote detonationbunker 912 wherein it may be safely detonated and not cause harm to anypassengers, animals, airport personal, or airport systems and equipment.

In operation, inboard passengers drops-off their baggages at the baggagedrop-off terminal 902. The baggages are scanned and inspected and thentransferred, when deemed safe, to the airport terminal 904. Thepassengers upon dropping off their bags travel in their vehicles or viashuttle to the airport terminal 904. This is performed in reverse foroutboard passenger traffic. The remote baggage handling system 900relieves airport congestion, increases available airport terminal space,and when applied to a traditional airport terminal is a non-intrusivemodification.

Referring now to FIGS. 25 and 26, a top perspective view of anintegrated operational ground support system 10 ^(VI) incorporated ablended wing aircraft design and a front open-end view of an aircraftsecurity system 1001 are shown in accordance with another embodiment ofthe present invention. The ground support system 10 ^(VI) is similar tothe above-described ground support systems, however it is modified for ablended wing body aircraft 1000.

The aircraft 1000 has a single unitary body structure 1002 that issubstantially different than that of a traditional aircraft. Instead ofhaving a traditional fuselage and a pair of wings that are attachedthereto, the aircraft 1000 has a blended wing body 1004. The blendedwing body 1004 is in the form of a single airfoil and provides asubstantially open interior design in which there is open access to asignificant portion of the interior 1006 of the blended wing body 1004.

The blended wing body 1004 has a central portion 1008 with left andright airfoil sections 1010. A nose opening 1012 provides access to apassenger level 1014 and to a cargo level 1016. Upon entering thepassenger level 1014, one experiences a wide-open view of a passengerinterior compartment 1018 that extends into the airfoil sections 1010,as is best seen in FIGS. 27 and 28.

The aircraft security system 1001 includes a passive system 1030 andmultiple active systems 1032 (only one of which is shown in FIG. 28).The passive system 1030 and the active system 1032 prevent entrance ontothe aircraft of suspicious cargo and access to a flight deck area bysuspicious persons and devices.

The passive system 1030 includes an aircraft that is configured with anelevated and segregated or isolated flight deck area 1034. Although inFIG. 25 a blended wing aircraft is shown, this configuration may beimplemented on various other style aircraft, such as aircraft 12 shownwith respect to FIG. 5 above. The isolated flight deck area 1034 may beprovided through the molding or integral blending of a hump 1036 in anupper fore part 1038 of an aircraft, as shown, or elsewhere on theaircraft. The flight deck area 1034, in the stated embodiment, has anassociated flight deck level 1040 that is separate and different fromother levels of the aircraft 1000. The flight deck area 1034 isseparated and isolated from the passenger level 1014 and the cargo level1016.

Another aspect of the passive system 1030 is the inclusion of a singleservice opening 1050 that is utilized for both passengers and cargo. Theuse of such an opening minimizes the amount of openings of an aircraftthat need to be monitored. The service opening 1050 shown is a noseopening that provides access to the passenger level 1014 and the cargolevel 1016.

The active systems 1032 may include the cargo monitoring or screeningsystem 320 described above or the like, which may be incorporated intothe aircraft 1000 and a flight deck access security system 1060, whichis described in detail below with respect to FIG. 28. The flight deckaccess security system 1060 allows for the performance of a pre-flightcheck of crew prior to entrance into an isolated flight deck.

Referring now also to FIG. 27, a perspective level plan view of thepassenger level 1014 incorporating multiple servicing columns 1070 inaccordance with an embodiment of the present invention is shown. Theservicing columns 1070 are incorporated into a forward area 1072 of thepassenger level 1014. The servicing columns 1070 include a front stowageand elevator shaft column 1074, lavatory columns 1076, and galleycolumns 1078. The stowage and elevator shaft column 1074 providesstowage, for example, for first class supplies or for other servicingsupplies and equipment. The stowage and elevator shaft column 1074includes two elevators. The first elevator 1080 provides access to thecargo hold from the passenger level 1014. The second elevator 1082provides access to the flight deck area 1034. The first elevator 1080may be used to transport food and beverages to and from a storage unit1084 on the cargo level 1016. The storage unit 1084 is shown in FIG. 26.The storage unit 1084 may be similar shaped as that of a cargo containerand may also be conveyed on and off the aircraft 1000 like a cargocontainer. This provides more space on the passenger level 1014 bystoring food and beverages elsewhere. The stowage and elevator shaftcolumn 1074 and galley columns 1078 may have rotating carousels 1086 forfood and beverages.

Referring now also to FIG. 28, an internal perspective view of thepassenger level 1014 incorporating the stowage and elevator shaft columnor elevator shaft 1074 in accordance with an embodiment of the presentinvention is shown. The elevator shaft 1074 has the flight deck elevator1080, access to which is controlled by the flight deck access system1060. The flight deck access system 1060 includes an onboard controller1090, an internal locking mechanism 1092, and one or more access devices1094 (only one is shown). The controller 1090 is coupled to the internallocking mechanism 1092 and to the access devices 1094 and providesaccess to the flight deck elevator 1080. The onboard controller 1090 maybe similar to the onboard controllers described-above. A crewmemberobtains access to the flight deck area 1034 by performing theappropriate access procedure on the access devices 1094, which opens theelevator door 1096 to provide access to the flight deck elevator 1080.

Note that although an flight deck elevator 1082 is shown for access tothe flight deck area 1034, other techniques may be utilized and accessthereto may be controlled by the flight deck access system 1060 or thelike. For example, the elevator door 1096 may be in the form of astairway door and operate similar to the elevator door 1096. Uponopening the stairway door a crewmember may ascend a flight of stairs orsteps to get to the flight deck area 1034. The second elevator 1082 mayalso be replaced with a stairway or step-based system for descent to thecargo level 1016.

Also, note that the flight deck elevator 1080 is within a narrow andconfined area, which limits the momentum an intruder may develop inattempting to enter the flight deck area 1034. Also, there is a limit tothe size and amount of items that may be carried into the flight deckarea 1034.

The locking mechanism 1092 may be of various types and styles. Thelocking mechanism 1092 may be electronically, hydraulically,pneumatically, or pneudraulically actuated or a combination thereof. Thelocking mechanism 1092 prevents unwarranted access of intruders into theflight deck elevator 1094.

The access devices 1094 may include one or more badge scanners, keyedlocks, coded entering devices, body member scanning devices, such as afingerprint scanner and a retinal scanner, a voice check device, orother access device known in the art. A single badge scanner is shown.To obtain access to the flight deck area 1034 a crewmember may swipe abadge, enter a code, supply a key, have his/her body member scanned orperform some other task to release and open the elevator door 1096. Theflight deck access system 1060 may require multiple actions to beperformed for access to the flight deck elevator 1080. For example, theflight deck access system 1060 may require that multiple badges beprovided. In other words, the flight deck elevator 1080 may not beaccessible unless two or more crewmembers or flight deck members arepresent with their access badges for scanning. Various access techniquescan be envisioned by one skilled in the art.

The present invention provides integrated ground support systems thatprovide shortened gate turn around times and are convenient andefficient for both the airlines and flying public. The nose servicingaspects of the present invention allow for increased space capacitywithin an aircraft for an increased number of seats and cargo space. Thenose servicing aspects also eliminate the need for side passengeringress and egress doors and side cargo ingress and egress doors. Sidepassenger doors may be replaced with escape hatches. The reduced numberof side doors also minimizes aircraft corrosion from water intrusion indoorways. The nose servicing aspects also minimize aircraft cargohandling systems.

The architecture of the integrated system provides shortened gate turnaround cycles, reduced ground support personnel, reduced ground supportequipment, and reduced risk of damage to an aircraft through groundsupport activities.

Through use of the present invention, the ground support workingenvironment is significantly improved. Ground support personnel are ableto service an aircraft within an enclosed environmentally controlledworking environment with minimal fumes. Safety is improved andtraditional sources of long-term physical aircraft damage are minimized.The ground support personnel are segregated from tarmac noise andenvironmental elements.

The present invention also improves airport runway capacity and airportthroughput. The present invention also minimizes ground supportequipment needed for servicing of an aircraft.

In addition, the present invention may be utilized to supporttraditional side ingress and egress aircraft. The present inventionallows for the transfer of luggage, cargo, pallets, and containers froma terminal or staging area to directly to an aircraft using lineardrives. The luggage, cargo, pallets, and containers may be radiofrequency tagged to include information, such as ownership, weight,center of gravity, and other related information, which aids in loadingand unloading thereof.

The above-described apparatus and method, to one skilled in the art, iscapable of being adapted for various applications and systems including:aeronautical systems, land-based vehicle systems, or other applicationsor systems known in the art that require servicing of a vehicle. Theabove-described invention can also be varied without deviating from thetrue scope of the invention.

1. A terminal for an airport comprising: a plurality of servicinglevels; at least one ground support service sub-system coupled to saidplurality of servicing levels and configured to mate with at least oneservice opening of at least one aircraft; and a terminal carry-on systemcomprising: a carry-on loading area comprising an area located on aterminal level of said terminal; at least one carry-on module comprisinga plurality of carry-on cargo compartments for loading carry-on cargo;at least one carry-on module elevator for raising and lowering the atleast one carry-on module between said terminal level and a tarmaclevel; at least one carry-on module conveyor, located on the tarmaclevel, for conveying said at least one carry-on module between saidterminal and an aircraft; said at least one ground support servicesub-system providing a plurality of services to said at least oneaircraft through said at least one service opening and on said pluralityof servicing levels.
 2. A terminal as in claim 1 comprising a dockingport that is configured to couple to a nose of said at least oneaircraft.
 3. A terminal as in claim 1 comprising a docking port that isconfigured to couple to a side of said at least one aircraft.
 4. Aterminal as in claim 1 wherein said at least one ground support servicesubsystem is selected from at least one of a passenger ingress/egresssystem, a cargo ingress/egress system, an primary service system, ansecondary service system, a security system, and a health andmaintenance monitoring system.
 5. A terminal as in claim 4 wherein saidprimary service system is selected from at least one of a fuel system, apower system, an electrical power system, a water system, an air system,and a brake cooling system.
 6. A terminal as in claim 4 wherein saidsecondary service system provides services selected from at least one ofcabin cleaning services, galley services, lavatories, and trash servicesto said at least one aircraft.
 7. A terminal as in claim 1 comprising afloor for passenger ingress and egress to and from said at least oneaircraft.
 8. A terminal as in claim 1 comprising a floor for cargoingress and egress to and from said at least one aircraft.
 9. A terminalas in claim 1 further comprising a first plurality of primary servicecouplers that mate with a second plurality of primary service couplerson said aircraft.
 10. A terminal as in claim 1 further comprising acargo elevator platform.
 11. A terminal as in claim 1 further comprisingan aircraft terminal mating system.
 12. A terminal as in claim 11wherein said aircraft terminal mating system is in the form of a machinevision technology system.
 13. A terminal as in claim 11 wherein saidaircraft terminal mating system comprises a docking coupler.
 14. Aterminal as in claim 11 wherein said aircraft terminal mating systemcomprises a global positioning system.
 15. A terminal as in claim 11wherein said aircraft terminal mating system comprises a precisionguidance system that follows a guideline in mating said at least oneaircraft to said at least one airport interface terminal docking port.16. A terminal as in claim 1 wherein said at least one airport interfaceterminal docking port comprises at least one terminal for servicing anon-nose opening aircraft.
 17. A terminal as in claim 1 wherein said atleast one airport interface terminal docking port comprises a terminalcarry-on system.
 18. A terminal as in claim 1 further comprising atleast one bar code reader that reads bar codes on cargo transported toand from the at least one aircraft.
 19. A terminal as in claim 1 furthercomprises at least one cargo carousel.
 20. A terminal for an airport asin claim 1, wherein: said at least one carry-on module comprises atleast one cubbyhole locker for storing passenger carry-on luggage.
 21. Aterminal for an airport as in claim 20, wherein: said at least onecarry-on module further comprises at least one cloak closet.
 22. Aterminal for an airport as in claim 20, wherein: said at least onecarry-on module further comprises a bar-code for being checked by asecurity system during transport of said at least one carry-on module tosaid aircraft.